WO2021053991A1

WO2021053991A1 - Tire management device, tire management method, and tire management program

Info

Publication number: WO2021053991A1
Application number: PCT/JP2020/030124
Authority: WO
Inventors: 隼人戸田
Original assignee: 株式会社ブリヂストン
Priority date: 2019-09-19
Filing date: 2020-08-06
Publication date: 2021-03-25
Also published as: JP2021047683A; US20220343695A1; EP4016406A1; JP7449664B2; CN114430840A; EP4016406A4

Abstract

This tire management device (10) comprises a remaining tread depth acquisition unit (12) for acquiring the remaining tread depth of a tire, a driving information acquisition unit (13) for acquiring driving information pertaining to a moving object to which the tire is fitted, a replacement period calculation unit (14) for calculating a replacement period of the tire on the basis of the remaining tread depth and the driving information, and a notification unit (15) for notifying a prescribed notification destination when the number of tires that are replaced in the replacement period exceeds a threshold value.

Description

Tire management equipment, tire management methods, and tire management programs

The present invention relates to a tire management device, a tire management method, and a tire management program.

Conventionally, a technique for predicting the amount of wear of an aircraft tire has been known (Patent Document 1). The method described in Patent Document 1 applies a plurality of wear energies corresponding to a plurality of running states (for example, a touchdown running state, a deceleration running state after touchdown, a taxi running state, etc.) classified according to usage conditions. It is acquired and predicts the amount of wear of aircraft tires based on the acquired wear energy.

Japanese Unexamined Patent Publication No. 2013-113724

Aircraft tires whose wear amount has reached the specified value will be replaced. If a certain number or more of tires are replaced at the same time, the replacement work may be delayed or the stock may be insufficient. Therefore, it is desired to plan the exchange work by grasping the exchange time. This problem is not limited to aircraft tires, and the same applies to tires mounted on passenger cars, trucks, buses, and the like.

The present invention has been made in view of such a situation, and an object of the present invention is to provide a tire management device, a tire management method, and a tire management program that contribute to planning replacement work by grasping the tire replacement time. ..

The tire management device (tire management device 10) according to the present invention acquires a groove remaining amount acquisition unit (groove remaining amount acquisition unit 12) for acquiring the groove remaining amount of the tire and traveling information of a moving object on which the tire is mounted. The running information acquisition unit (driving information acquisition unit 13), the replacement time calculation unit (replacement time calculation unit 14) that calculates the tire replacement time based on the remaining groove amount and the running information, and the replacement time. When the number of tires to be tired exceeds the threshold value, a notification unit (notification unit 15) for notifying a predetermined notification destination is provided.

According to the present invention, it contributes to the planning of tire replacement work, which is usually regarded as unplanned work.

FIG. 1A is an overall schematic view of a tire management device system according to an embodiment of the present invention. FIG. 1B is a schematic configuration diagram of a tire management device according to an embodiment of the present invention. FIG. 2 is a diagram illustrating an example of a method for calculating a replacement time of an aircraft tire according to an embodiment of the present invention. FIG. 3 is a diagram illustrating a replacement time of an aircraft tire according to an embodiment of the present invention. FIG. 4A is a diagram illustrating an example of a proposal for changing the replacement time of an aircraft tire according to an embodiment of the present invention. FIG. 4B is a diagram illustrating an example of a proposal for changing the replacement time of an aircraft tire according to an embodiment of the present invention. FIG. 5 is a flowchart illustrating an operation example of the tire management device according to the embodiment of the present invention. FIG. 6A is a diagram illustrating an example of a proposal for changing the replacement time of an aircraft tire according to another embodiment of the present invention. FIG. 6B is a diagram illustrating an example of a proposal for changing the replacement time of an aircraft tire according to another embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same parts are designated by the same reference numerals and the description thereof will be omitted.

(1) Configuration Example of Tire Management System An example of the configuration of the tire management system 1 will be described with reference to FIG. 1A. As shown in FIG. 1A, the tire management system 1 includes a tire management device 10 and an airline company 30.

The tire management device 10 is, for example, a general-purpose computer, and includes a processor including a CPU, a ROM (Read Only Memory), and a memory including a RAM (Random Access Memory). The CPU reads the program stored in the ROM or the like into the RAM and executes it. The tire management device 10 may be a stationary terminal device or a portable terminal device (for example, a smartphone) that is easy to carry. Further, the tire management device 10 may be a server. The tire management device 10 manages each tire mounted on a plurality of moving objects. As shown in FIG. 1B, a communication unit 11, a groove remaining amount acquisition unit 12, a traveling information acquisition unit 13, an exchange time calculation unit 14, and a notification unit 15 are provided.

In the present embodiment, the tire managed by the tire management system 1 will be described as an aircraft tire 31 mounted on a plurality of aircraft, but the tire managed by the tire management system 1 is not limited to the aircraft tire 31. In other words, the moving object on which the tire managed by the tire management system 1 is mounted is not limited to the aircraft. The moving object on which the tires managed by the tire management system 1 are mounted may be a passenger vehicle, a truck (including an off-road dump truck), a bus, or the like. In the following, an aircraft may be simply referred to as an airframe.

The communication unit 11 is an interface that connects to the network 20 and transmits / receives data to / from the airline company 30. The communication unit 11 acquires various information from the airline company 30 via the network 20. The groove remaining amount acquisition unit 12 acquires the groove remaining amount of the aircraft tire 31 by using the information acquired from the airline company 30. The travel information acquisition unit 13 acquires travel information of an aircraft equipped with aircraft tires 31 from the airline company 30. Aircraft travel information includes the aircraft's flight schedule. The replacement time calculation unit 14 calculates the replacement time of the aircraft tire 31 based on the groove remaining amount acquired by the groove remaining amount acquisition unit 12 and the traveling information acquired by the traveling information acquisition unit 13. When the number of aircraft tires 31 to be replaced at the replacement time calculated by the replacement time calculation unit 14 exceeds the threshold value, the notification unit 15 notifies a predetermined notification destination. In the present embodiment, the predetermined notification destination will be described as the airline company 30, but the present invention is not limited to this. For example, the predetermined notification destination may be a company that provides an MRO service (MRO: Maintenance Repair Overhaul). Companies that provide MRO services are companies that repair, inspect, and maintain aircraft tires and wheels. In addition, the predetermined notification destination may include the airline company 30 and the company that provides the MRO service. When the predetermined notification destination includes the airline company 30 and the company that provides the MRO service, the tire management device 10, the airline company 30, and the company that provides the MRO service are each connected via the network 20.

Further, the notification unit 15 also has a proposal function of proposing a change in the replacement time of the aircraft tire 31 exceeding the threshold value to a predetermined notification destination.

The network 20 is a communication network capable of transmitting and receiving various information. For example, the network 20 is composed of various communication lines such as a dedicated line, a public switched telephone network, a satellite communication line, and a mobile communication line installed by a telecommunications carrier.

The communication unit 11, the groove remaining amount acquisition unit 12, the travel information acquisition unit 13, the exchange time calculation unit 14, and the notification unit 15 can be implemented by one or more processing circuits. The processing circuit includes a programmed processing device such as a processing device including an electric circuit. Processing circuits include devices such as application specific integrated circuits (ASICs) and circuit components arranged to perform the described functions.

Next, an example of a method for calculating the replacement time of aircraft tires will be described with reference to FIG.

As shown in FIG. 2, an aircraft tire having a cerial number 1175A001 is mounted at position 1 of the airframe AAA. The wear energy shown in FIG. 2 indicates the wear energy accumulated in the aircraft tires due to past running. This wear energy is acquired by the tire management device 10.

As shown in FIG. 2, the tire management device 10 predicts the amount of wear of an aircraft tire from the wear energy. As a method for predicting the amount of wear of an aircraft tire from the wear energy, a known technique (for example, the technique described in Japanese Patent Application Laid-Open No. 2013-113724) may be used. Alternatively, the tire management device 10 is based on the internal pressure of the aircraft tire actually used, the load applied to the aircraft tire, the speed of the aircraft, the slip angle generated in the aircraft tire, the braking force of the aircraft, and the like. The amount of wear of the tire may be predicted. Then, the groove remaining amount acquisition unit 12 acquires the groove remaining amount of the aircraft tire by using the groove remaining amount of the aircraft tire at the time of a new article and the predicted wear amount. For example, when the amount of wear of the aircraft tire mounted at the position 1 of the airframe AAA is 7.2 mm, the remaining amount of the groove is 6.3 mm. The remaining groove amount of the aircraft tire when new is 13.5 mm. That is, the groove remaining amount acquisition unit 12 calculates the groove remaining amount by subtracting the predicted wear amount from the groove remaining amount of the aircraft tire when it is new.

Since the wear energy per flight is already known, the tire management device 10 can calculate the remaining number of times the aircraft tire is used (hereinafter, may be referred to as the number of remaining flights). The travel information acquisition unit 13 acquires the flight schedule of the aircraft AAA from the airline company 30. By using the flight schedule, the tire management device 10 can calculate the number of days until the remaining groove amount of the aircraft tire becomes equal to or less than a predetermined value (hereinafter, may be simply expressed as the number of remaining days).

Aircraft tires with groove remaining below the specified value will be replaced. As described above, the tire management device 10 can calculate the number of remaining days. Therefore, as shown in FIG. 2, the tire management device 10 can calculate the date on which the aircraft tire is replaced (hereinafter, may be referred to as a replacement date).

Next, with reference to FIGS. 3, 4A, and 4B, a notification of the replacement time (replacement date) of the aircraft tire and a proposal for changing the replacement time will be described. The methods shown in FIGS. 3, 4A, and 4B are examples.

As shown in FIG. 3, one aircraft tire mounted on the airframe AAA will be replaced on January 1. Similarly, two aircraft tires mounted on the airframe BBB will be replaced on January 1st. As shown in FIG. 3, the total number of aircraft tires to be replaced on January 1st is nine. Similarly, the total number of aircraft tires to be replaced on January 2nd is five.

If a certain number or more of aircraft tires are replaced at the same time, the replacement work may be delayed. For example, it is assumed that the number (threshold value) for smooth exchange is 20. In this case, as shown in FIG. 4A, the replacement work may be delayed on January 4 (35), January 5 (29), and January 11 (27). On the other hand, on other days, the number of aircraft tires to be replaced is below the threshold (20), so there is a margin.

In the present embodiment, when the number of aircraft tires to be replaced at a specific replacement time exceeds the threshold value, the notification unit 15 indicates that the number of aircraft tires to be replaced at the specific replacement time exceeds the threshold value. Notify company 30. This makes it possible to plan aircraft tire replacement work, which is normally unplanned work. As a result, for example, it becomes possible to prepare replacement aircraft tires while the aircraft is in flight, and it is possible to optimally allocate resources such as workers and equipment.

In the present embodiment, the notification unit 15 notifies the airline company 30 of the replacement time for each aircraft tire regardless of whether or not the number of aircraft tires to be replaced exceeds the threshold value, and at least exceeds the threshold value. An alert is given to notify, but is not limited to, a specific replacement time and either (or both) of aircraft tires that need to be replaced at a specific replacement time that exceeds the threshold. For example, the notification unit 15 notifies the airline company 30 of at least one (or both) of the aircraft tires that need to be replaced at least at a specific replacement time exceeding the threshold value and at a specific replacement time exceeding the threshold value. You may.

Further, the notification unit 15 may propose to the airline company 30 to change the replacement time of the aircraft tires. As an example, the notification unit 15 can propose to the airline company 30 to advance the replacement time of the aircraft tires. For example, on January 4, the number of aircraft tires exceeding the threshold is 15, and on January 5, the number of aircraft tires exceeding the threshold is nine. As shown in FIG. 4B, the notification unit 15 proposes to advance the replacement time of the aircraft tires (24 tires in total) exceeding the threshold value to January 2 and January 3. Similarly, as shown in FIG. 4A, as of January 11, the number of aircraft tires exceeding the threshold is seven. As shown in FIG. 4B, the notification unit 15 proposes to advance the replacement time of the aircraft tires (7 tires) exceeding the threshold value to January 10. As a result, the number of aircraft tires to be replaced on all days is below the threshold value, so that the concentration of aircraft tire replacement times is prevented and smooth replacement work is realized. Although the threshold value has been described as a number for smooth replacement, the threshold value is not limited to this, and may be information on tire inventory at the time of replacement. The information on the tire inventory includes the number of tires inventories or a numerical value obtained by giving a certain margin to the number of tires inventories. That is, in the present embodiment, the threshold value may be set based on the number of tires in stock or a numerical value obtained by giving a certain margin to the number of tires in stock.

Next, an operation example of the tire management device 10 will be described with reference to FIG.

In step S101, the tire management device 10 acquires the wear energy of the aircraft tire and predicts the wear amount of the aircraft tire based on the acquired wear energy. The tire management device 10 uses the predicted amount of wear to acquire the remaining groove amount of the aircraft tire.

The process proceeds to step S102, and the tire management device 10 acquires the flight schedule of the aircraft from the airline company 30. The process proceeds to step S103, and the tire management device 10 calculates the replacement time of the aircraft tire based on the wear amount and the flight schedule. The process proceeds to step S104, and when the number of aircraft tires to be replaced at the replacement time exceeds the threshold value, the tire management device 10 needs to be replaced at a specific replacement time and / or a specific replacement time that exceeds the threshold value. Notify the designated notification destination of the aircraft tires. The tire management device 10 notifies a predetermined notification destination regardless of whether or not the threshold value has been exceeded, and replacement is required at a specific replacement time exceeding the threshold value and / or a specific replacement time exceeding the threshold value. Alerts will be given for aircraft tires.

(2) Action and effect Next, the action and effect of the tire management device 10 will be described.

When the number of aircraft tires to be replaced at the time of replacement exceeds the threshold value, the tire management device 10 notifies a predetermined notification destination (for example, airline company 30). This makes it possible to plan aircraft tire replacement work, which is normally unplanned work. As a result, for example, it becomes possible to prepare replacement aircraft tires while the aircraft is in flight, and it is possible to optimally allocate resources such as workers and equipment.

The threshold is, for example, information on tire inventory at the time of replacement. By setting such a threshold value, it is possible to plan the replacement work of aircraft tires.

Further, the tire management device 10 may propose a change in the replacement time of the aircraft tire exceeding the threshold value to a predetermined notification destination. As a result, as shown in FIG. 4B, the number of aircraft tires to be replaced is equal to or less than the threshold value, so that the concentration of replacement timings of the aircraft tires is prevented and smooth replacement work is realized.

Further, when proposing a change in the replacement time, the tire management device 10 may propose to advance the replacement time. As a result, the concentration of replacement times for aircraft tires is prevented, and smooth replacement work is realized.

Further, the tire management device 10 calculates the remaining amount of the groove using the remaining amount of the groove of the aircraft tire when it is new and the predicted amount of wear. The tire management device 10 calculates the replacement time based on the remaining groove amount calculated in this way and the traveling information. This improves the accuracy of the replacement time.

Further, the tire management device 10 calculates the number of remaining flights that the aircraft can fly based on the remaining amount of the groove. The tire management device 10 acquires the flight schedule of the aircraft from the airline 30. The tire management device 10 calculates the replacement time of aircraft tires based on the number of remaining flights and the flight schedule. This improves the accuracy of the replacement time.

It was explained that the flight information of the aircraft includes the flight schedule, but this flight schedule may be a future flight schedule or a past flight schedule. If the future flight schedule cannot be obtained, the tire management device 10 may predict the future flight schedule from the past flight schedule.

In the above example, the replacement period was explained as one day, but the replacement period is not limited to this. The replacement period may include multiple days. In this case, for example, when the average number of replacements for 3 days exceeds the threshold value, the tire management device 10 may propose a change in the replacement time. Specifically, as shown in FIG. 4A, the average number of replacements (27) for the three days from January 3 to 5 exceeds the threshold value (20), so that the tire management device 10 has such a case. You may propose to change the replacement time.

In the above description, the tire management device 10 predicts the remaining amount of the groove using the predicted amount of wear, but the present invention is not limited to this. The groove remaining amount may be obtained by measurement.

As described above, embodiments of the present invention have been described, but the statements and drawings that form part of this disclosure should not be understood to limit the invention. Various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art from this disclosure.

For example, the tire management device 10 acquires aircraft information from the airline company 30, but is not limited to this. The tire management device 10 may acquire aircraft information from other than the airline company 30.

In the above-described embodiment, the number of aircraft tires to be replaced at the time of replacement was calculated for each size of the aircraft tire (the size is one in the example shown in FIG. 2), but the present invention is not limited to this. The number of aircraft tires to be replaced at the time of replacement may be the total number of aircraft tires of any size. When using information on tire inventory as a threshold value, it is preferable to calculate and notify the replacement time for each tire size.

In the above-described embodiment, as shown in FIGS. 4A and 4B, the notification unit 15 proposed to change the replacement timing of all aircraft tires exceeding the threshold value, but the present invention is not limited to this. For example, the notification unit 15 may propose a change in the replacement time of at least a part of the aircraft tires exceeding the threshold value. Specifically, as shown in FIG. 6A, the notification unit 15 has at least a part of the aircraft tires exceeding the threshold value (13 on January 4th, 7 on January 5th, and so on. You may propose to change the replacement time of 6 tires on January 11th. As a result, as shown in FIG. 6B, at least some of the aircraft tires exceeding the threshold (a total of 20 tires on January 4th and January 5th) are replaced on January 2nd and 1st. It will be advanced on the 3rd of the month. Similarly, as shown in FIG. 6B, the replacement time of at least some of the aircraft tires exceeding the threshold value (six on January 11) is advanced to January 10. As a result, the concentration of replacement times for aircraft tires can be prevented, and smooth replacement work can be realized.

When replacing aircraft tires, the wheels may be replaced at the same time. Therefore, the threshold value may be set in consideration of the number of wheels to be replaced. Then, when the number of aircraft tires and wheels to be replaced exceeds the threshold value, the notification unit 15 may notify a predetermined notification destination. This makes it possible to plan replacement work for aircraft tires and wheels, which is normally unplanned work.

The entire contents of Japanese Patent Application No. 2019-170316 (Filing date: September 19, 2019) are incorporated herein by reference.

1 Tire management system 10 Tire management device 11 Communication unit 12 Groove remaining amount acquisition unit 13 Travel information acquisition unit 14 Replacement time calculation unit 15 Notification unit 20 Network 30 Airlines 31 Aircraft tires

Claims

A tire management device that manages each tire mounted on a plurality of moving objects.
A groove remaining amount acquisition unit for acquiring the groove remaining amount of the tire and
A traveling information acquisition unit that acquires traveling information of a moving object on which the tire is mounted, and a traveling information acquisition unit.
A replacement time calculation unit that calculates the replacement time of the tire based on the remaining amount of the groove and the traveling information.
A tire management device including a notification unit that notifies a predetermined notification destination when the number of tires to be replaced at the replacement time exceeds a threshold value.
The tire management device according to claim 1, wherein the threshold value is information regarding a tire inventory at the time of replacement.
The tire management device according to claim 1 or 2, wherein the notification unit proposes a change of the replacement time of at least a part of the tires exceeding the threshold value to the predetermined notification destination.
The tire management device according to claim 3, wherein the notification unit proposes to advance the replacement time.
According to any one of claims 1 to 4, the groove remaining amount acquisition unit calculates the groove remaining amount by using the groove remaining amount of the tire when it is new and the predicted wear amount. The described tire management device.
The tire is an aircraft tire mounted on an aircraft.
The travel information includes the flight schedule of the aircraft.
The replacement time calculation unit
Based on the remaining amount of the groove, the number of remaining flights that the aircraft can fly is calculated.
The tire management device according to any one of claims 1 to 5, wherein the tire replacement time is calculated based on the calculated number of remaining flights and the flight schedule.
It is a tire management method that manages tires mounted on multiple moving objects.
The step of acquiring the remaining groove amount of the tire and
The step of acquiring the running information of the moving object on which the tire is mounted, and
A step of calculating the tire replacement time based on the groove remaining amount and the traveling information, and
A tire management method comprising a step of notifying a predetermined notification destination when the number of tires to be replaced at the replacement time exceeds a threshold value.
A tire management program that manages tires mounted on multiple moving objects.
On the computer
The step of acquiring the remaining groove amount of the tire and
The step of acquiring the running information of the moving object on which the tire is mounted, and
A step of calculating the tire replacement time based on the groove remaining amount and the traveling information, and
A tire management program for executing a step of notifying a predetermined notification destination when the number of tires to be replaced exceeds a threshold value at the replacement time.